Vehicular air conditioning device

Abstract

[Problem] To provide a vehicular air conditioning device that, without impairing installation performance on a vehicle, is capable of: performing ventilation in a cabin while cooling and dehumidifying outside air during cooling operation; and performing ventilation in the cabin while heating and humidifying outside air or dehumidifying inside air during heating operation. [Solution] In a vehicular air conditioning device 1, a first passage P1 brought into communication with an outside air inlet 22 or an inside air inlet 23 by a first switching damper 32, and a second passage P2 brought into communication with the outside air inlet 22 or the inside air inlet 23 by a second switching damper 33. In a total heat exchanger 37, a first air flowing in the first passage P1 is introduced, and a portion of a second air flowing in the second passage P2 is introduced by a flow rate distribution adjustment damper 39. The first air totally heat-exchanged in the total heat exchanger 37 and the remaining second air flowing in the second passage P2 are introduced into an evaporator 29 and a heater core 30, and the second air totally heat-exchanged in the total heat exchanger 37 is discharged to the outside of the cabin.

Description

Vehicle air conditioning system

[0001] The present invention relates to a vehicle air conditioning system for conditioning the interior of a vehicle.

[0002] Patent Document 1 describes an example of a conventional vehicle air conditioner. The vehicle air conditioner described in Patent Document 1 includes a first air duct for introducing outside air and inside air, a second air duct for introducing outside air, an evaporator and a heater core for adjusting the air passing through the first air duct and the second air duct to a desired temperature, an exhaust passage for discharging the inside air introduced through a ventilation air inlet opening into the vehicle cabin to the outside, and a total heat exchanger for recovering exhaust heat that exchanges both sensible heat and latent heat between the inside air discharged through the exhaust passage and the outside air introduced through the second air duct. The conditioned air passing through the first air duct is blown out through a defroster outlet, and the conditioned air passing through the second air duct is blown out through at least one of a vent outlet and a foot outlet. The vehicle air conditioner described in Patent Document 1 is said to have improved heating performance and can blow warm air with an appropriate humidity toward occupants while preventing window fogging.

[0003] JP 2010-76506 A

[0004] The conventional vehicle air conditioner described above requires an exhaust passage (and a ventilation blower fan) for discharging the inside air in addition to the first and second air ducts for introducing outside air and inside air, which inevitably makes the device larger and may impair the ease of installation in the vehicle.

[0005] The present invention aims to provide an air conditioning system for a vehicle that can ventilate the vehicle interior while cooling and dehumidifying outside air during cooling operation, and can ventilate the vehicle interior while heating and humidifying outside air or dehumidifying inside air during heating operation, without compromising ease of installation in the vehicle.

[0006] According to one aspect of the present invention, a novel vehicle air conditioning system is provided. The vehicle air conditioner provided includes an air conditioning case having an outside air inlet at one end for introducing outside air that is air outside the vehicle compartment and an inside air inlet at the other end for introducing inside air that is air inside the vehicle compartment, and an air outlet at the other end for blowing air into the vehicle compartment; a blower disposed within the air conditioning case and generating an air flow from the one end toward the other end within the air conditioning case; a temperature adjustment unit disposed within the air conditioning case closer to the air outlet than the blower and adjusting the temperature of the air flowing within the air conditioning case; a first passage formed within the air conditioning case and configured to communicate with the outside air inlet so as to guide outside air introduced from the outside air inlet to the temperature adjustment unit as first air, and to communicate with the inside air inlet so as to guide inside air introduced from the inside air inlet to the temperature adjustment unit as first air; a first switching damper capable of selectively connecting the first passage to the outside air inlet or the inside air inlet; a second passage configured to be connected to the outside air inlet so as to guide outside air introduced from the outside air inlet as second air to the temperature adjustment unit, and to be connected to the inside air inlet so as to guide inside air introduced from the inside air inlet as second air to the temperature adjustment unit; a second switching damper capable of selectively connecting the second passage to the outside air inlet or the inside air inlet; a total heat exchanger disposed between the blower and the temperature adjustment unit in the air conditioning case, configured to introduce the first air flowing in the first passage and to allow at least a portion of the second air flowing in the second passage to be introduced, and to perform total heat exchange between the introduced first air and the second air; a flow rate distribution adjustment damper capable of adjusting the distribution between the flow rate of the second air, of the second air flowing in the second passage, introduced into the total heat exchanger and the flow rate of the second air sent to the temperature adjustment unit; and a control unit capable of controlling the blower, the first switching damper, the second switching damper, and the flow rate distribution adjustment damper. The vehicle air conditioning system is configured so that the first air that has undergone total heat exchange in the total heat exchanger and the remaining second air flowing through the second passage are introduced into the temperature adjustment section, and the second air that has undergone total heat exchange in the total heat exchanger is discharged outside the vehicle compartment.

[0007] According to the present invention, it is possible to provide a vehicle air conditioning system that can ventilate the vehicle cabin while cooling and dehumidifying the outside air during cooling operation, and can ventilate the vehicle cabin while heating and humidifying the outside air or dehumidifying the inside air during heating operation, without compromising ease of installation in the vehicle.

[0008] 1 is a schematic diagram showing the overall configuration of a vehicle air conditioner according to a first embodiment. FIG. 2 is a block diagram showing the electrical configuration of the vehicle air conditioner according to the first embodiment. FIG. 3 is a perspective view schematically showing a total heat exchange element used in a total heat exchanger. FIG. 4 is a diagram showing the air flow in an initial state of cooling operation. FIG. 5 is a diagram showing the air flow in cooling operation with two occupants. FIG. 6 is a diagram showing the air flow in an initial state of heating operation. FIG. 7 is a diagram showing the air flow in heating operation with two occupants treating outside air. FIG. 8 is a diagram showing the air flow in heating operation with two occupants treating outside air. FIG. 9 is a diagram showing switching from a state in which outside air can be treated by two occupants to a state in which inside air can be treated by heating operation. FIG. 10 is a diagram showing the air flow in heating operation with two occupants treating inside air. FIG. 11 is a diagram showing the air flow in heating operation with two occupants and 100% outside air introduction. FIG. 12 is a diagram showing the air flow in heating operation with two occupants and 100% outside air introduction. FIG. 13 is a schematic diagram showing the overall configuration of a vehicle air conditioner according to a second embodiment. FIG. 11 is a diagram showing the air flow in an initial state of heating operation. FIG. 12 is a diagram showing the air flow in heating operation with two occupants. FIG. 13 is a diagram showing the air flow in heating operation with two occupants.

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0010] [First embodiment] Figures 1 and 2 show the configuration of a vehicle air conditioner according to a first embodiment of the present invention. Figure 1 is a schematic diagram of the overall configuration of the vehicle air conditioner 1 according to the first embodiment, and Figure 2 is a block diagram showing the electrical configuration of the vehicle air conditioner 1 according to the first embodiment.

[0011] The vehicle air conditioner 1 is mounted on a vehicle such as an automobile and configured to air-condition the vehicle interior by blowing conditioned air into the vehicle interior (not shown). The vehicle air conditioner 1 includes an air conditioning unit 2 (FIG. 1) and an air conditioning control device 5 (FIG. 2).

[0012] The air conditioning unit 2 is disposed, for example, at the front of the passenger compartment of the vehicle. The air conditioning unit 2 includes an air conditioning case 21. The air conditioning case 21 may also be referred to as an air conditioning duct. In the following description, the left side in FIG. 1 will be referred to as "one end side," and the right side in FIG. 1 will be referred to as "the other end side."

[0013] An outside air inlet 22 and an inside air inlet 23 are provided at the one end of the air conditioning case 21. That is, the air conditioning case 21 has the outside air inlet and the inside air inlet 23 at the one end. The outside air inlet 22 is an intake port for introducing (taking in) outside air, which is air outside the vehicle cabin, into the air conditioning case 21. The inside air inlet 23 is an intake port for introducing inside air, which is air inside the vehicle cabin, into the air conditioning case 21. Although not particularly limited, in the present embodiment, the outside air inlet 22 is formed in an end wall of the one end of the air conditioning case 21. The inside air inlet 23 is formed in a side wall of the other end of an inside air duct 24 that penetrates the wall of the air conditioning case 21 on the far side of the page in FIG. 1 and extends into the air conditioning case 21. That is, in the present embodiment, the inside air inlet 23 is located inside the air conditioning case 21.

[0014] The other end of the air conditioning case 21 is provided with a defroster outlet 25, a face outlet 26, and a foot outlet 27. That is, the air conditioning case 21 has the defroster outlet 25, the face outlet 26, and the foot outlet 27 on the other end. The defroster outlet 25 is an outlet for blowing air from inside the air conditioning case 21 toward a window glass (mainly a windshield, not shown) of the vehicle. The face outlet 26 is an outlet for blowing air from inside the air conditioning case 21 toward the upper bodies of occupants in the vehicle cabin. The foot outlet 27 is an outlet for blowing air from inside the air conditioning case 21 toward the feet of occupants in the vehicle cabin.

[0015] A blower fan 28 is disposed at the one end of the air conditioning case 21. The blower fan 28 is an electric blower having an electric motor. The blower fan 28 operates based on a control signal from the air conditioning control device 5 (see FIG. 2 ) and is configured to generate an air flow from the one end to the other end within the air conditioning case 21. In other words, the blower fan 28 is controlled by the air conditioning control device 5 and is configured to blow outside air introduced through the outside air inlet 22 and / or inside air introduced through the inside air inlet 23 toward the interior of the vehicle cabin via the air outlets (the defroster outlet 25, the face outlet 26, and / or the foot outlet 27).

[0016] An evaporator 29 is disposed downstream of the blower fan 28 within the air conditioning case 21, i.e., closer to the outlets (defroster outlet 25, face outlet 26, and foot outlet 27) than the blower fan 28 within the air conditioning case 21. The evaporator 29, together with a compressor 41, a condenser 42, a liquid separator 43, an expansion valve 44, and the like, is disposed in a refrigerant circulation path 45 through which a refrigerant circulates, thereby constituting a refrigeration cycle 40. The evaporator 29 is configured to exchange heat between the refrigerant and the air flowing within the air conditioning case 21 in conjunction with operation of the refrigeration cycle 40 (operation of the compressor 41), thereby cooling the air flowing within the air conditioning case 21. Operation of the refrigeration cycle 40 (operation of the compressor 41) is controlled by the air conditioning control device 5 (see FIG. 2 ).

[0017] A heater core 30 is provided downstream of the evaporator 29 within the air conditioning case 21, i.e., closer to the air outlet than the blower fan 28 and the evaporator 29 within the air conditioning case 21. A bypass passage B (shown by a dotted line in FIG. 1 ) is formed around the heater core 30, here behind the heater core 30 in FIG. 1 (toward the back of the page). The bypass passage B is a passage that allows air flowing within the air conditioning case 21 to bypass the heater core 30.

[0018] The heater core 30 is arranged, together with a heat medium heating device 50 incorporating an electric heater 51, in a heat medium circulation path 53 through which a heat medium such as water is circulated by an electric pump 52. The heater core 30 is configured to exchange heat between the heat medium heated by the electric heater 51 of the heat medium heating device 50 and the air flowing inside the air conditioning case 21 (excluding the bypass passage B) in accordance with the operation of the electric heater 51 and the electric pump 52 of the heat medium heating device 50. In other words, the heater core 30 is configured to heat the air flowing inside the air conditioning case 21 (excluding the bypass passage B) with the heated heat medium flowing through the heater core 30. The operation of the heat medium heating device 50 (electric heater 51) and the electric pump 52, i.e., the supply of the heated heat medium to the heater core 30, is controlled by the air conditioning control device 5 (see FIG. 2 ).

[0019] An air mix door 30A is provided upstream of the heater core 30 in the air conditioning case 21, specifically between the evaporator 29 and the heater core 30 in the air conditioning case 21. The air mix door 30A is rotated by an electric actuator 68 that operates based on a control signal from the air conditioning control device 5 (see FIG. 2). The air mix door 30A is configured to adjust the distribution of the flow rate of air passing through the heater core 30 and the flow rate of air bypassing the heater core 30 (passing through bypass passage B) depending on its rotation position.

[0020] In this embodiment, the evaporator 29 that cools the air flowing inside the air conditioning case 21 and the heater core 30 that heats the air flowing inside the air conditioning case 21 each correspond to the "temperature adjustment unit" of the present invention.

[0021] Furthermore, a first communication passage CP1, a second communication passage CP2, a first passage P1, and a second passage P2 are formed at the one end side within the air conditioning case 21. These passages are partitioned by the inner surface of the air conditioning case 21, the outer surface of the inside air duct 24, and / or the partitions 31a to 31d.

[0022] In this embodiment, the first communication passage CP1 and the first passage P1 are disposed in an upper portion of the air conditioning case 21 in FIG. 1 . The first communication passage CP1 is disposed closer to the one end than the first passage P1. The one end of the first communication passage CP1 is connected to the outside air inlet 22, and the other end of the first communication passage CP1 is connected to the one end of the first passage P1. That is, the one end of the first passage P1 is connected to the outside air inlet 22 via the first communication passage CP1. The one end of the first passage P1 is also connected to the room air inlet 23. The first passage P1 extends from the one end of the first communication passage CP1, which is connected to the other end of the first communication passage CP1 and the room air inlet 23, to a predetermined position between the blower fan 28 and the evaporator 29.

[0023] A first switching damper 32 is provided near the one end of the first passage P1. The first switching damper 32 is configured to selectively connect (the one end of) the first passage P1 to the outside air inlet 22 or the inside air inlet 23. In other words, the first switching damper 32 is configured to be switchable between a first state in which the first passage P1 is connected to the outside air inlet 22 (via the first communication passage CP1) while the communication between the first passage P1 and the inside air inlet 23 is blocked, and a second state in which the first passage P1 is connected to the inside air inlet 23 while the communication between the first passage P1 and the outside air inlet 22 (via the first communication passage CP1) is blocked.

[0024] When the first switching damper 32 connects the first passage P1 to the outside air inlet 22 (i.e., when in the first state), the first passage P1 can guide air (outside air) introduced through the outside air inlet 22 to the evaporator 29. When the first switching damper 32 connects the first passage P1 to the inside air inlet 23 (i.e., when in the second state), the first passage P1 can guide air (inside air) introduced through the inside air inlet 23 to the evaporator 29. In other words, the first passage P1 is configured to be connected to the outside air inlet 22 to guide the outside air introduced through the outside air inlet 22 to the evaporator 29, and to be connected to the inside air inlet 23 to guide the inside air introduced through the inside air inlet 23 to the evaporator 29. Note that, hereinafter, the air (outside air, inside air) guided to the evaporator 29 by the first passage P1, i.e., the air (outside air, inside air) flowing through the first passage P1, will be referred to as "first air."

[0025] The second communication passage CP2 and the second passage P2 are disposed at a lower portion within the air conditioning case 21 in FIG. 1 to correspond to the first communication passage CP1 and the first passage P1. The second communication passage CP2 is disposed closer to the one end than the second passage P2. The one end of the second communication passage CP2 is connected to the outside air inlet 22, and the other end of the second communication passage CP2 is connected to the one end of the second passage P2. That is, the one end of the second passage P2 is connected to the outside air inlet 22 via the second communication passage CP2. The one end of the second passage P2 is also connected to the room air inlet 23. Like the first passage P1, the second passage P2 extends from the one end of the second communication passage CP2, which is connected to the other end of the second communication passage CP2 and the room air inlet 23, to a predetermined position between the blower fan 28 and the evaporator 29.

[0026] A second switching damper 33 is provided near the one end of the second passage P2. The second switching damper 33 is configured to selectively connect (the one end of) the second passage P2 to the outside air inlet 22 or the inside air inlet 23. Specifically, the second switching damper 33 is configured to be switchable between a third state in which the second passage P2 is connected to the outside air inlet 22 (via the second communication passage CP2) while the communication between the second passage P2 and the inside air inlet 23 is blocked, and a fourth state in which the second passage P2 is connected to the inside air inlet 23 while the communication between the second passage P2 and the outside air inlet 22 (via the second communication passage CP2) is blocked.

[0027] When the second switching damper 33 connects the second passage P2 to the outside air inlet 22 (i.e., in the third state), the second passage P2 can guide air (outside air) introduced through the outside air inlet 22 to the evaporator 29, and when the second switching damper 33 connects the second passage P2 to the inside air inlet 23 (i.e., in the fourth state), the second passage P2 can guide air (inside air) introduced through the inside air inlet 23 to the evaporator 29. In other words, like the first passage P1, the second passage P2 is configured to be connected to the outside air inlet 22 to guide the outside air introduced through the outside air inlet 22 to the evaporator 29, and to be connected to the inside air inlet 23 to guide the inside air introduced through the inside air inlet 23 to the evaporator 29. In the following description, the air (outside air, inside air) guided to the evaporator 29 by the second passage P2, i.e., the air (outside air, inside air) flowing through the second passage P2, will be referred to as "second air."

[0028] A first flow rate adjustment damper 34 is provided in the first passage P1. The first flow rate adjustment damper 34 is configured to adjust the flow rate of air (first air) flowing through the first passage P1. A second flow rate adjustment damper 35 is provided in the second passage P2. The second flow rate adjustment damper 35 is configured to adjust the flow rate of air (second air) flowing through the second passage P2.

[0029] The first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 are respectively driven to rotate by electric actuators 61, 62, 63, and 64 which operate based on control signals from the air conditioning control device 5 (see FIG. 2). In other words, the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 are controlled by the air conditioning control device 5.

[0030] The first switching damper 32 and the second switching damper 33, and more specifically the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35, are configured to be able to switch the intake mode of the vehicle air conditioning system 1 between inside air mode, outside air mode, or inside / outside air mode by combining their respective rotation positions. For example, as shown by the solid lines in FIG. 1 , when the first switching damper 32 connects the first passage P1 to the inside air inlet 23 while blocking the communication between the first passage P1 and the outside air inlet 22 (the second state), the second switching damper 33 connects the second passage P2 to the outside air inlet 22 while blocking the communication between the second passage P2 and the inside air inlet 23 (the third state), the first flow rate adjustment damper 34 is in a position to open the first passage P1, and the second flow rate adjustment damper 35 is in a position to open the second passage P2, the intake mode of the vehicle air conditioner 1 becomes an inside / outside air mode in which outside air and inside air are introduced into the air conditioning case 21.

[0031] At the other end of the air conditioning case 21, a face door 26A is provided at the face outlet 26, and a foot door 27A is provided at the foot outlet 27. An outlet switching door 36 is disposed in the space between the defroster outlet 25 and the foot outlet 27. The defroster outlet 25 can be opened and closed by the outlet switching door 36. The face outlet 26 can be opened and closed by the face door 26A. The foot outlet 27 can be opened and closed by the foot door 27A.

[0032] The face door 26A, the foot door 27A, and the exit switching door 36 are respectively driven to rotate by electric actuators 65, 66, and 67 that operate based on control signals from the air conditioning control device 5 (see FIG. 2). In other words, the face door 26A, the foot door 27A, and the exit switching door 36 are controlled by the air conditioning control device 5.

[0033] The face door 26A, the foot door 27A, and the outlet switching door 36 are configured to be able to switch the air outlet mode of the vehicle air conditioner 1 to a defroster mode, a face mode, a foot mode, a face-foot mode, a defroster-foot mode, or a closed mode depending on the combination of their respective rotation positions. For example, as shown by the solid lines in Fig. 1 , when the face door 26A is in a position that closes the face outlet 26, the foot door 27A is in a position that opens the foot outlet 27, and the outlet switching door 36 is in a neutral position away from both the defroster outlet 25 and the foot outlet 27 and opens the defroster outlet 25, the air outlet mode of the vehicle air conditioner 1 is the defroster-foot mode in which air in the air conditioning case 21 is blown into the vehicle compartment from the defroster outlet 25 and the foot outlet 27.

[0034] In this embodiment, a total heat exchanger 37 is provided between the blower fan 28 and the evaporator 29 in the air conditioning case 21, and more specifically, between the downstream end (the other end) of the first passage P1 in the air conditioning case 21 and the evaporator 29. The first air flowing in the first passage P1 is introduced into the total heat exchanger 37, and at least a portion of the second air flowing in the second passage P2 can also be introduced into the total heat exchanger 37. The total heat exchanger 37 is configured to be able to exchange total heat (temperature and humidity) between the introduced first air and second air.

[0035] In this embodiment, the air conditioning case 21 further has an exhaust port 38 for discharging the air inside (i.e., inside the air conditioning case 21) to the outside of the vehicle cabin. The exhaust port 38 is formed at the end of the air conditioning case 21 on the downstream side (the other end side) of the first passage P1, more specifically, at a portion facing the total heat exchanger 37.

[0036] Here, the total heat exchanger 37 will be described. FIG. 3 is a perspective view schematically illustrating a total heat exchange element used in the total heat exchanger 37. In FIG. 3, the total heat exchange element used in the total heat exchanger 37 is formed, for example, by stacking partition members 371 formed by applying a polymer adsorbent to a fibrous substrate and corrugated spacing members 372 in one direction. The total heat exchange element is configured so that the direction in which air XA is introduced and discharged as supply air SA and the direction in which air YA is introduced and discharged as exhaust air EA alternately differ by 90° between each layer. The polymer adsorbent used in the partition member 371 is formed, for example, from crosslinked sodium polyacrylate. Such polymer adsorbents have a high moisture absorption rate, can desorb (release) retained moisture at low heating temperatures, and can retain moisture for a long period of time. Therefore, the partition member 371 formed by applying a polymer adsorbent to a fibrous substrate has heat conductivity and moisture permeability.

[0037] In this embodiment, the total heat exchanger 37 is disposed adjacent to the downstream end of the first passage P1 so that the flow direction of the air XA and the supply air SA in the total heat exchange element shown in FIG. 3 is aligned with the flow direction of the air (first air) in the first passage P1 in the air conditioning case 21. In other words, the total heat exchanger 37 is disposed at the downstream end of the first passage P1 so that the flow direction of the air YA and the exhaust air EA in the total heat exchange element shown in FIG. 3 is perpendicular to the flow direction of the first air in the first passage P1 in the air conditioning case 21, the inlet surface of the air YA in the total heat exchange element faces the second passage P2, and the discharge surface of the exhaust air EA faces the exhaust port 38. In the total heat exchanger 37 disposed in this manner, the first air flowing in the first passage P1 and the second air flowing in the second passage P2 do not mix, and total heat (temperature and humidity) can be exchanged between the first air and the second air. Although not particularly limited, the exchange efficiency of the total heat exchanger 37 in this embodiment may be 50%.

[0038] A flow rate distribution adjustment damper 39 is provided outside the second air inlet surface of the total heat exchanger 37, i.e., below the total heat exchanger 37 in FIG. 1 . The flow rate distribution adjustment damper 39 is rotated by an electric actuator 69 that operates based on a control signal from the air conditioning control device 5 (see FIG. 2 ). In other words, the flow rate distribution adjustment damper 39 is controlled by the air conditioning control device 5. The flow rate distribution adjustment damper 39 is configured to adjust the ratio between the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air sent to the evaporator 29, of the second air flowing through the second passage P2, depending on its rotational position. For example, as shown by the solid line in FIG. 1 , when the angle (hereinafter referred to as the “opening degree”) of the flow rate distribution adjustment damper 39 with respect to the flow direction of the second air in the second passage P2 is 45°, the ratio between the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air sent to the evaporator 29 is 1:1.

[0039] The air conditioning control device 5 (FIG. 2) is composed of a microcomputer including a CPU, memories such as ROM and RAM, and I / O ports. The air conditioning control device 5 performs various calculations based on programs stored in the ROM, input detection signals from various sensors, and input operation signals from various switches, to control the operation of the vehicle air conditioner 1. More specifically, the air conditioning control device 5 is configured to output control signals to various devices electrically connected to the air conditioning control device 5 to control the various devices. In this embodiment, the air conditioning control device 5 corresponds to the "controller" of the present invention.

[0040] The various sensors include a group of temperature sensors 71 installed at various locations inside and outside the air conditioning unit 2, a group of humidity sensors 72 installed at various locations inside and outside the air conditioning unit 2, a seat weight sensor 73, and a CO ２The temperature sensor group 71 includes an outside air temperature sensor that detects the temperature of outside air, an inside air temperature sensor that detects the temperature of inside air, a temperature sensor that detects the surface temperature of the vehicle's window glass, and a temperature sensor that detects the temperature of air near the window glass inside the vehicle cabin. The humidity sensor group 72 includes an outside air humidity sensor that detects the humidity of outside air, an inside air humidity sensor that detects the humidity of inside air, and a humidity sensor that detects the humidity of air near the window glass inside the vehicle cabin. The seat weight sensor 73 is a sensor that detects the weight of each seat installed in the vehicle cabin. ２ The concentration sensor 74 detects carbon dioxide (CO ２ The air conditioning control device 5 is capable of determining the number of occupants in the vehicle cabin based on the change in weight of each seat detected by the seat weight sensor 73.

[0041] The various switches are provided on, for example, an operation panel 75 installed at the front of the vehicle cabin so that they can be operated by a passenger. The various switches include an ON / OFF switch for turning the vehicle air conditioner 1 ON / OFF, an AUTO switch for turning ON / OFF automatic control of the vehicle air conditioner 1, an A / C switch for turning ON / OFF the cooling function, a HEAT switch for turning ON / OFF the heating function, an air inlet mode switch for switching the air inlet mode, an air outlet mode switch for switching the air outlet mode, and an air volume setting switch for setting the volume of conditioned air blown into the vehicle cabin.

[0042] The various devices include the blower fan 28, the refrigeration cycle 40 (compressor 41), the heat medium heating device 50 (electric heater 51), the electric pump 52, and the electric actuators 61 to 69. When the refrigeration cycle 40 is operated (the compressor 41 is operated), the evaporator 29 functions as a cooler that cools the air flowing inside the air conditioning case 21, and when the heat medium heating device 50 (electric heater 51) and the electric pump 52 are operated, the heater core 30 functions as a heater that heats the air flowing inside the air conditioning case 21.

[0043] Next, an example of the operation of the vehicle air conditioner 1 according to the embodiment will be described. The vehicle air conditioner 1 is configured to be capable of ventilating the vehicle cabin while processing (cooling and dehumidifying) outside air during cooling operation, and to be capable of ventilating the vehicle cabin while processing (heating and humidifying) outside air or while processing (dehumidifying) inside air during heating operation.

[0044] [Cooling Operation] First, an example of the operation of the vehicle air conditioner 1 in summer or the like will be described.

[0045] Generally, the vehicle air conditioner 1 performs cooling operation in the summer when the temperature and humidity of the outside air are high. When the vehicle air conditioner 1 performs cooling operation, it is desirable to set the air inlet mode to the inside air mode and perform inside air circulation, which circulates the conditioned air inside the vehicle cabin, in order to improve cooling efficiency. However, when the cooling operation is performed with the inside air circulation set to 100%, CO2 in the vehicle cabin may increase due to the breath of the occupants, etc. ２ As the concentration increases, ventilation of the vehicle cabin becomes necessary. In other words, high-temperature, high-humidity outside air is introduced, cooled, and supplied into the vehicle cabin, while an equal amount of low-temperature, low-humidity inside air is exhausted to the outside. Ventilation of the vehicle cabin (introducing outside air and exhausting inside air) in this manner results in a decrease in cooling efficiency. The vehicle air conditioner 1 according to this embodiment has a total heat exchanger 37, which processes (cools and dehumidifies) the outside air and adjusts the flow rates of the introduced outside air and inside air to reduce power consumption during cooling operation.

[0046] 4 shows the air flow in the initial state of the cooling operation. In the initial state of the cooling operation, in this embodiment, the air inlet mode is set to the inside air mode and the air outlet mode is set to the face mode.

[0047] When the air inlet mode is set to the inside air mode, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 to the positions indicated by solid lines in Figure 4. That is, the first switching damper 32 connects the first passage P1 to the inside air inlet 23 while blocking communication between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 connects the second passage P2 to the inside air inlet 23 while blocking communication between the second passage P2 and the outside air inlet 22 (the fourth state). The first flow rate adjustment damper 34 fully opens the first passage P1 to maximize the flow rate of the first air flowing through the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2 to maximize the flow rate of the second air flowing through the second passage P2.

[0048] Furthermore, by setting the air outlet mode to the face mode, the air conditioning control device 5 controls the face door 26A, the foot door 27A, and the outlet switching door 36 to the positions shown by the solid lines in Fig. 4. That is, the face door 26A opens the face outlet 26, the foot door 27A closes the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.

[0049] Furthermore, in the initial state of cooling operation, the flow distribution adjustment damper 39 is positioned along the flow direction of the second air in the second passage P2, as shown by the solid line in Figure 4, that is, its opening angle is 0°, and it blocks the inlet surface of the second air in the total heat exchanger 37.

[0050] Furthermore, during cooling operation, the air mix door 30A arranged upstream of the heater core 30 is set in a state where all of the air flowing inside the air conditioning case 21 passes through the bypass passage B.

[0051] And the air volume setting (for example, 200 m ３ The blower fan 28 is driven by a control signal output from the air conditioning control device 5 in accordance with the temperature (hours) and the like. The blower fan 28 is provided in each of the first passage P1 and the second passage P2 with a length of 100 m. ３ It operates in a state where it can flow air at a flow rate of 1000 / h.

[0052] During cooling operation, the refrigeration cycle 40 is operated by the air conditioning control device 5, and the evaporator 29 functions as a cooler that cools the air flowing through the air conditioning case 21. On the other hand, the heat medium heating device 50 (electric heater 51) and the electric pump 52 are stopped, and the heater core 30 does not function as a heater.

[0053] In this case, as shown in FIG. ３ / h of inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23, and the inside air (RA) introduced into the air conditioning case 21 is divided into a first passage P1 and a second passage P2. The inside air (RA1) as the first air flowing through the first passage P1 is introduced into the evaporator 29 via the total heat exchanger 37. The inside air (RA2) as the second air flowing through the second passage P2 is directly introduced into the evaporator 29. The evaporator 29 cools the inside air (RA1) from the first passage P1 and the inside air (RA2) from the second passage P2. The air (RA1 + RA2) cooled by the evaporator 29 passes through the bypass passage B and is discharged from the face outlet 26 as conditioned air CA for 200 m. ３ / h. In this way, the automotive air conditioner 1 performs cooling operation with 100% internal air circulation.

[0054] In the vehicle air conditioner 1, the air conditioning control device 5 checks the number of occupants in the vehicle cabin based on information from the seat weight sensor 73 during cooling operation. ２ The degree of increase in the concentration of CO in the vehicle cabin is used as a parameter that can be used to estimate the degree of increase in the concentration of CO ２ The concentration increases mainly due to the breath of the occupants, so the CO concentration increases in proportion to the number of occupants in the vehicle or the total weight of the occupants. ２ By utilizing such characteristics, the air conditioning control device 5 (i.e., the vehicle air conditioner 1) can control the CO ２ The change in concentration is estimated from the number of occupants, and the ventilation volume is controlled by the estimated change in concentration. ２ CO in the vehicle cabin detected by the concentration sensor 74 ２ Concentration may be used to control ventilation volume.

[0055] The air conditioning control device 5 confirms the number of occupants in the vehicle compartment based on information from the seat weight sensor 73, and then controls each part of the vehicle air conditioner 1 (air conditioning unit 2) so that ventilation (introduction of outside air and exhaust of inside air) is performed according to the number of occupants. Although not particularly limited, in this embodiment, the ventilation volume required during air conditioning operation is set to 51 m per occupant. ３ / h is set. A specific description will be given below of the case where there are two occupants in the vehicle cabin.

[0056] (Cooling operation, two occupants) Figure 5 shows the air flow when cooling is in operation and there are two occupants. When the air conditioning control device 5 confirms that there are two occupants based on information from the seat weight sensor 73, it adjusts the airflow rate of the conditioned air according to the airflow rate setting (200 m in this case). ３ / h) while maintaining 102m ３ / h (= 2 x 51 m ３ The blower fan 28, the first switching damper 32, the first flow rate adjustment damper 34, and the flow rate distribution adjustment damper 39 are further controlled from the initial state of the cooling operation so that ventilation (introduction of outside air and exhaust of inside air) is performed at a ventilation rate of 1 / h, and the outside air is processed in the total heat exchanger 37 (cooled and dehumidified by the inside air).

[0057] By this control, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, while blocking the connection between the first passage P1 and the inside air inlet 23 (the first state). ３ The first flow rate adjusting damper 34 operates in a state where the flow rate of the first air flowing through the first passage P1 is 102 m / h. ３ The flow rate distribution adjustment damper 39 is maintained at a position where the flow rate of the second air introduced into the total heat exchanger 37 is 102 m ３ / h, and the flow rate of the second air sent to the evaporator 29 is 98 m ３ The second switching damper 33 keeps the second passage P2 in communication with the inside air inlet 23, and the second flow rate adjustment damper 35 keeps the second passage P2 fully open.

[0058] As an example, consider a case where the outside air temperature is 35° C., the outside air relative humidity is 60%, and the inside air temperature is 25° C., the inside air relative humidity is 30%. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 1.

[0059] Referring to FIG. 5 and Table 1, in the case of cooling operation with two occupants, the outside air (OA) is 102 m from the outside air inlet 22. ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 200 m ３ The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the total heat exchanger 37. The inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2) and is divided into two directions by the flow rate distribution adjustment damper 39, and is introduced into the air conditioning case 21 at a flow rate of 102 m ３ / h of the internal air (RA2-1) is introduced into the total heat exchanger 37, and 98 m ３ / h of the inside air (RA2-2) is sent to the evaporator 29.

[0060] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced outside air (OA1) and the inside air (RA2-1). Through this total heat exchange, the outside air (OA1) is cooled and dehumidified, becoming air (SA) with a temperature of 30° C. and a relative humidity of 51.3%, which then flows out of the total heat exchanger 37 and is sent to the evaporator 29. Through this total heat exchange, the inside air (RA2-1) is heated and humidified, becoming air (EA) with a temperature of 29.9° C. and a relative humidity of 50.1%, which then flows out of the total heat exchanger 37 and is exhausted to the outside of the vehicle cabin through the exhaust port 38.

[0061] Therefore, the evaporator 29 is supplied with 102 m ３ / h, and the air (SA) is sent from the second passage P2 at a flow rate of 98 m. ３The air (CA1) introduced into the evaporator 29 is mixed with the indoor air (RA2-2) delivered at a flow rate of 200 m / h. Specifically, by mixing the two, air (CA1) having a temperature of 27.5°C and a relative humidity of 42.6% is introduced into the evaporator 29. The flow rate of the air (CA1) introduced into the evaporator 29 is 200 m ３ After being cooled by the evaporator 29, the air (CA1) passes through the bypass passage B and is blown into the vehicle cabin as conditioned air (CA2) from the face outlet 26. Here, the conditioned air (CA2) having a temperature of 5°C and a relative humidity of 100% is blown out from the face outlet 26 toward the upper bodies of the occupants in the vehicle cabin.

[0062] In this way, when the vehicle air conditioner 1 uses the total heat exchanger 37, i.e., when ventilation (introducing outside air and discharging inside air) is performed while processing (cooling and dehumidifying) outside air using the total heat exchanger 37, the specific enthalpy of the air (CA1) introduced into the evaporator 29 is 52.6 kJ / kg (total heat exchanger: present in Table 1). On the other hand, under similar conditions, when the vehicle air conditioner 1 performs ventilation (introducing outside air and discharging inside air) without using the total heat exchanger 37, the air (CA1) introduced into the evaporator 29 has a temperature of 30°C, a relative humidity of 51.2%, and a specific enthalpy of 65.0 kJ / kg (total heat exchanger: absent in Table 1). The specific enthalpy of the conditioned air (CA2) blown out from the face outlet 26 is 18.6 kJ / kg. Using these values, the energy saving effect of the total heat exchanger 37 is calculated as follows: {1-(52.6-18.6) / (65.0-18.6)}=1-(34.0 / 46.4)=26.8%.

[0063] Furthermore, unlike conventional technologies, the vehicle air conditioner 1 according to this embodiment does not require a separate exhaust passage (and ventilation fan) for discharging the inside air, which prevents the device from becoming too large. Therefore, the vehicle air conditioner 1 according to this embodiment can ventilate the vehicle cabin while processing (cooling and dehumidifying) outside air during cooling operation without compromising ease of installation in the vehicle, and can reduce power consumption during cooling operation.

[0064] Although illustration and explanation are omitted, when there are N occupants, the air conditioning control device 5 operates in cooling mode with a capacity of N×51 m ３ / h, the first switching damper 32 is controlled to connect the first passage P1 to the outside air inlet 22, and the second switching damper 33 is controlled to connect the second passage P2 to the inside air inlet 23, so that ventilation (introduction of outside air and exhaust of inside air) is performed at a ventilation rate of 1 / h and the outside air is appropriately processed in the total heat exchanger 37, and then the blower fan 28, the first flow rate adjustment damper 34, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 are controlled appropriately (the same applies to heating operation described below).

[0065] In the above description, a portion (RA2-1) of the inside air (RA2) serving as the second air flowing through the second passage P2 is introduced into the total heat exchanger 37. However, this is not limited to this. In cases such as when the number of occupants (ventilation volume) increases, the entire amount of the inside air (RA2) serving as the second air flowing through the second passage P2 may be introduced into the total heat exchanger 37.

[0066] Furthermore, in the vehicle air conditioner 1 according to this embodiment, in addition to the ventilation (introduction of outside air and exhaustion of inside air) according to the number of occupants in the vehicle compartment as described above, the air conditioning control device 5 ２ CO in the vehicle cabin detected by the concentration sensor 74 ２ The concentration is monitored and CO ２ The ventilation amount can be corrected according to the number of occupants so that the concentration of CO in the vehicle cabin is equal to or less than a reference value. ２ The upper limit of the CO concentration is predetermined, for example, 1100 ppm. ２ CO in the vehicle cabin detected by the concentration sensor 74 ２ When the concentration approaches or exceeds the reference value, for example, the set value of the ventilation volume per occupant (51 m ３ / h), the CO ２ A state in which the concentration is controlled below the standard value is achieved.

[0067] [Heating Operation] Next, an example of operation of the vehicle air conditioner 1 in winter or the like will be described.

[0068] Generally, the automotive air conditioner 1 performs heating operation in winter when the outside air temperature is low. When the automotive air conditioner 1 performs heating operation, it is desirable to set the air inlet mode to the inside air mode and perform inside air circulation, which circulates the conditioned air inside the vehicle cabin, in order to improve heating efficiency. However, when the heating operation is performed with the inside air circulation set to 100%, CO2 in the vehicle cabin may increase due to the breath of the occupants, etc., as in the case of cooling operation. ２ As the CO₂ concentration rises, ventilation of the vehicle interior (introducing outside air and exhausting inside air) becomes necessary. Ventilation of the vehicle interior (introducing outside air and exhausting inside air) in this manner leads to a decrease in heating efficiency. Furthermore, condensation is likely to occur on the vehicle window glass during heating operation. In order to prevent the window glass from fogging up due to condensation during heating operation, it is effective to introduce outside air into the vehicle interior, but introducing outside air poses problems such as a decrease in humidity inside the vehicle interior and heat loss. Therefore, the vehicle air conditioner 1 according to this embodiment is configured to ventilate the vehicle interior in the same manner as during the cooling operation described above. ２ While ensuring a ventilation volume to prevent an increase in concentration, the total heat exchanger 37 processes the outside air (heating and humidifying) or the inside air (dehumidifying), and by adjusting the flow rates of the outside air and inside air introduced, power consumption during heating operation is reduced and condensation (fogging) on ​​the window glass is prevented.

[0069] 6 shows the air flow in the initial state of the heating operation. In the initial state of the heating operation, the air inlet mode is set to the inside air mode and the air outlet mode is set to the foot mode.

[0070] When the air inlet mode is set to the inside air mode, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 to the positions indicated by solid lines in Figure 6, similar to the initial state of cooling operation. That is, the first switching damper 32 connects the first passage P1 to the inside air inlet 23 while blocking communication between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 connects the second passage P2 to the inside air inlet 23 while blocking communication between the second passage P2 and the outside air inlet 22 (the fourth state). The first flow rate adjustment damper 34 fully opens the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2.

[0071] Furthermore, by setting the air outlet mode to the foot mode, the air conditioning control device 5 controls the face door 26A, the foot door 27A, and the outlet switching door 36 to the positions shown by the solid lines in Fig. 6. That is, the face door 26A closes the face outlet 26, the foot door 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.

[0072] Furthermore, in the initial state of heating operation, the flow distribution adjustment damper 39 is positioned along the flow direction of the second air in the second passage P2, as in the initial state of cooling operation, i.e., its opening angle is 0°, and it blocks the inlet surface of the second air in the total heat exchanger 37.

[0073] Furthermore, during heating operation, the air mix door 30A arranged upstream of the heater core 30 is set in a state where all of the air flowing inside the air conditioning case 21 passes through the heater core 30.

[0074] And the air volume setting (for example, 200 m ３ The blower fan 28 is driven by a control signal output from the air conditioning control device 5 in response to the temperature change (hours / hours). The blower fan 28 is provided in each of the first passage P1 and the second passage P2 with a length of 100 m. ３ It operates in a state where it can flow air at a flow rate of 1000 / h.

[0075] During heating operation, the air conditioning control device 5 drives the heat medium heating device 50 (electric heater 51) and the electric pump 52, and the heater core 30 functions as a heater that heats the air flowing inside the air conditioning case 21, but the refrigeration cycle 40 (compressor 41) is stopped and the evaporator 29 does not function as a cooler.

[0076] In this case, as shown in FIG. ３ / h of inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23, and the inside air (RA) introduced into the air conditioning case 21 is divided into a first passage P1 and a second passage P2. The inside air (RA1) as the first air flowing through the first passage P1 is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and the inside air (RA2) as the second air flowing through the second passage P2 is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced air (RA1 + RA2), and the air (RA1 + RA2) heated by the heater core 30 is discharged from the foot outlet 27 as conditioned air CA for 200 m ３ / h. In this way, the automotive air conditioner 1 performs heating operation with 100% inside air circulation.

[0077] In the automotive air conditioner 1, during heating operation, the air conditioning control device 5 checks the number of occupants in the vehicle cabin based on information from the seat weight sensor 73. The air conditioning control device 5 also calculates the dew-point temperature of the air near the window glass using the detection values ​​of the temperature sensor and humidity sensor, which are installed near the window glass out of the temperature sensor group 71 and humidity sensor group 72. The air conditioning control device 5 then controls each component of the automotive air conditioner 1 so that ventilation (introduction of outside air and exhaust of inside air) is performed according to the number of occupants in the vehicle cabin and so that the dew-point temperature of the air near the window glass is lower than the surface temperature of the window glass. As in the cooling operation, the following description will be given for the case where there are two occupants in the vehicle cabin.

[0078] (Heating operation, two occupants - outside air processing) Figures 7 and 8 show the air flow when heating operation and outside air processing are performed with two occupants. When the air conditioning control device 5 confirms that there are two occupants based on information from the seat weight sensor 73, it adjusts the air volume of the conditioned air according to the air volume setting (here, 200 m３ / h) while maintaining 102m ３ / h (= 2 x 51 m ３ The blower fan 28, the first switching damper 32, the first flow rate adjustment damper 34, and the flow rate distribution adjustment damper 39 are further controlled from the initial state of the heating operation so that ventilation (introduction of outside air and exhaust of inside air) is performed at a ventilation rate of 1 / h, and the outside air is processed in the total heat exchanger 37 (heated and humidified by the inside air) (FIG. 7).

[0079] By this control, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, while blocking the connection between the first passage P1 and the inside air inlet 23 (the first state). ３ The first flow rate adjusting damper 34 operates in a state where the flow rate of the first air flowing through the first passage P1 is 102 m / h. ３ The flow rate distribution adjustment damper 39 is maintained at a position where the flow rate of the second air introduced into the total heat exchanger 37 is 102 m ３ / h, and the flow rate of the second air sent to the heater core 30 via the evaporator 29 is 98 m ３ The second switching damper 33 keeps the second passage P2 in communication with the inside air inlet 23, and the second flow rate adjustment damper 35 keeps the second passage P2 fully open.

[0080] As an example, consider a case where the outside air temperature is 5°C, the outside air relative humidity is 50%, and the inside air temperature is 25°C, the inside air relative humidity is 30%. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 2.

[0081] Referring to FIG. 7 and Table 2, when the outside air treatment is performed with heating operation and two occupants, the outside air (OA) is 102 m ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 200 m ３The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the total heat exchanger 37. The inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2), and is then split into two directions by the flow rate distribution adjustment damper 39, and is then introduced into the air conditioning case 21 at a flow rate of 102 m / h. ３ / h of the internal air (RA2-1) is introduced into the total heat exchanger 37, and 98 m ３ / h of inside air (RA2-2) is sent to the heater core 30 via the evaporator 29.

[0082] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced outside air (OA1) and the inside air (RA2-1). Through this total heat exchange, the outside air (OA1) is heated and humidified, becoming air (SA) with a temperature of 14.3°C and a relative humidity of 41.4%. This air then flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29. Furthermore, through this total heat exchange, the inside air (RA2-1) is cooled and dehumidified, becoming air (EA) with a temperature of 15°C and a relative humidity of 40.7%. This air then flows out of the total heat exchanger 37 and is exhausted to the outside of the vehicle cabin through the exhaust port 38.

[0083] Therefore, the heater core 30 has a total heat exchanger 37 and a 102 m ３ / h, and the air (SA) is sent from the second passage P2 at a flow rate of 98 m. ３ The air (CA1) introduced into the heater core 30 is mixed with the inside air (RA2-2) delivered at a flow rate of 200 m / h. Specifically, by mixing the two, air (CA1) with a temperature of 19.4°C and a relative humidity of 35.8% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m ３ / h. The air (CA1) is heated by the heater core 30 and blown into the vehicle cabin from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) has a temperature of 50°C and a relative humidity of 6.5%, and is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin. The dew point temperature of the conditioned air (CA2) is 3.9°C, which is lower than the outside air temperature (≒ the surface temperature of the window glass), which is 5°C. Therefore, condensation (fogging) on ​​the window glass can be suppressed.

[0084] When the vehicle air conditioner 1 performs heating operation as described above (i.e., in the state shown in FIG. 7 ), the specific enthalpy of the air (CA1) introduced into the heater core 30 is 32.2 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 63.3 kJ / kg. On the other hand, when the vehicle air conditioner 1 performs heating operation with 100% outside air introduction, the specific enthalpy of the air (CA1) (=outside air (OA)) introduced into the heater core 30 is 11.8 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg (outside air introduction: 100% in Table 3). Using these values, the energy saving effect is calculated as {1-(63.3-32.2) / (57.3-11.8)}=1-(31.1 / 45.5)=31.6%.

[0085] Furthermore, when the automotive air conditioner 1 performs heating operation with 100% outside air intake, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the automotive air conditioner 1 performs heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 6.5%. Therefore, a decrease in humidity inside the vehicle cabin can also be suppressed.

[0086] During heating operation in the state shown in FIG. 7 , the air conditioning control device 5 compares the dew point temperature of the air near the window glass with a threshold value. When the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 reduces the amount of inside air introduced into the total heat exchanger 37, i.e., the amount of inside air that heats and humidifies the outside air to be introduced into the vehicle cabin. This is to reduce the humidity introduced into the vehicle cabin and prevent condensation (fogging) on ​​the window glass. Here, the threshold value is set based on the surface temperature of the window glass. Although not particularly limited, in this embodiment, the threshold value is set to a temperature lower than the surface temperature of the window glass, for example, "the surface temperature of the window glass - 1°C." However, the present invention is not limited to this, and the surface temperature of the window glass may be used as the threshold value.

[0087] Specifically, when the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 reduces the opening degree of the flow rate distribution adjustment damper 39 by a first predetermined amount from the state shown in Figure 7. Furthermore, the air conditioning control device 5 also reduces the flow rate (98 m) of the inside air (RA2-2) sent to the heater core 30 via the evaporator 29 in the direction of closing the second passage P2. ３ / h). Thereafter, the air conditioning control device 5 reduces the opening of the flow distribution adjustment damper 39 by the first predetermined amount each time the dew point temperature of the air near the window glass reaches the threshold, and accordingly controls the second flow distribution adjustment damper 35 in a direction to close the second passage P2. In other words, the air conditioning control device 5 controls the flow distribution adjustment damper 39 to gradually reduce the flow rate of the inside air (RA2-1) introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold, and further so that the dew point temperature of the air near the window glass does not become the surface temperature of the window glass.

[0088] Then, when the opening angle of the flow rate distribution adjustment damper 39 becomes 0° and the flow rate distribution adjustment damper 39 closes the second air inlet surface of the total heat exchanger 37, that is, when the flow rate of the inside air (RA2-1) introduced into the total heat exchanger 37 becomes zero, the air conditioning control device 5 controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35. By such control, the blower fan 28 blows, for example, 102 m of air into each of the first passage P1 and the second passage P2. ３ The first flow rate adjusting damper 34 fully opens the first passage P1, and the second flow rate adjusting damper 35 operates in a state where the flow rate of the second air flowing through the second passage P2 is 98 m ３ / h (FIG. 8). In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 3.

[0089] Referring to FIG. 8 and Table 3, when the second air inlet surface of the total heat exchanger 37 is blocked, 102 m of outside air (OA) is introduced from the outside air inlet 22. ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 98 m３ / h into the air conditioning case 21. The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as first air (OA1), passes through the total heat exchanger 37 and the evaporator 29, and is introduced into the heater core 30. The inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as second air (RA2), passes through the evaporator 29, and is sent to the heater core 30.

[0090] Therefore, the heater core 30 has a length of 102 m from the first passage P1. ３ / h, and the air (OA1) sent from the second passage P2 at a flow rate of 98 m ３ The air (CA1) introduced into the heater core 30 is mixed with the inside air (RA2) delivered at a flow rate of 200 m / h. Specifically, by mixing the two, air (CA1) with a temperature of 14.4°C and a relative humidity of 41.3% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m / h. ３ / h. The air CA1 is heated by the heater core 30 and then blown into the vehicle cabin from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) has a temperature of 50°C and a relative humidity of 5.5%, and is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin. The dew point temperature of the conditioned air (CA2) is 1.5°C, which is lower than the dew point temperature (3.9°C) of the conditioned air (CA2) in the state shown in FIG. 7. This further reduces condensation (fogging) on ​​the window glass.

[0091] When the vehicle air conditioner 1 performs heating operation as described above (i.e., in the state shown in FIG. 8 ), the specific enthalpy of the air (CA1) introduced into the heater core 30 is 25.2 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 61.2 kJ / kg. On the other hand, when the vehicle air conditioner 1 performs heating operation with 100% outside air introduction, the specific enthalpy of the air (CA1) (=outside air (OA)) introduced into the heater core 30 is 11.8 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg (outside air introduction: 100% in Table 2). Using these values, the energy saving effect is calculated as {1-(61.2-25.2) / (57.3-11.8)}=1-(36.0 / 45.5)=20.9%.

[0092] Furthermore, when the automotive air conditioner 1 performs heating operation with 100% outside air intake, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the automotive air conditioner 1 performs heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 5.5%. Therefore, a decrease in humidity inside the vehicle cabin can also be suppressed.

[0093] 8 , i.e., when the dew point temperature of the air near the window glass does not fall below the threshold even when the flow rate of the inside air (RA2-1) introduced into the total heat exchanger 37 becomes zero, the air conditioning control device 5 switches the air conditioning unit 2 (vehicle air conditioner 1) from a state in which the total heat exchanger 37 can process (heat and humidify) the outside air (outside air processing state) to a state in which the total heat exchanger 37 can process (dehumidify) the inside air (inside air processing state) (FIG. 8 → FIG. 9). Specifically, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 from the state shown in FIG. 8 .

[0094] By this control, the first switching damper 32 connects the first passage P1 to the inside air inlet 23, while blocking the communication between the first passage P1 and the outside air inlet 22 (second state). The second switching damper 33 connects the second passage P2 to the outside air inlet 22, while blocking the communication between the second passage P2 and the inside air inlet 23 (third state). The first flow rate adjustment damper 34 adjusts the flow rate of the first air flowing through the first passage P1 to 98 m / s. ３ / h, and the second flow rate adjusting damper 35 fully opens the second passage P2. When the air conditioning unit 2 (vehicle air conditioner 1) is switched from the outside air processing capable state to the inside air processing capable state, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 4.

[0095] 9 and Table 4, when the air conditioning unit 2 (vehicle air conditioner 1) is switched from the outside air processing capable state to the inside air processing capable state, the outside air (OA) is supplied from the outside air inlet 22 to the inside air processing capable state. ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 98 m ３ / h into the air conditioning case 21. The inside air (RA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1), passes through the total heat exchanger 37 and the evaporator 29, and is introduced into the heater core 30. On the other hand, the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2), passes through the evaporator 29, and is sent to the heater core 30.

[0096] Therefore, the heater core 30 has a length of 98 m from the first passage P1. ３ / h, and the inside air (RA1) is sent from the second passage P2 at a flow rate of 102 m. ３ The air (CA1) is introduced into the heater core 30 in a mixed state with outside air (OA2) delivered at a flow rate of 200 m / h. Specifically, by mixing the two, air (CA1) having a temperature of 14.4°C and a relative humidity of 41.3% is introduced into the heater core 30 via the evaporator 29. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m / h. ３ / h. The air CA1 is heated by the heater core 30 and then blown into the vehicle compartment from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) has a temperature of 50° C. and a relative humidity of 5.5% and is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle compartment. The dew point temperature and energy saving effect of the conditioned air (CA2) are the same as those in the state before switching the air conditioning unit 2 (vehicle air conditioner 1) (the state shown in FIG. 8).

[0097] (Heating operation with two occupants - inside air processing) When the air conditioning unit 2 (vehicle air conditioner 1) is switched from a state capable of processing outside air to a state capable of processing inside air (Figure 8 → Figure 9), the air conditioning control device 5 reduces the humidity introduced into the vehicle cabin by introducing outside air into the total heat exchanger 37 using the flow rate distribution adjustment damper 39, that is, by processing the inside air in the total heat exchanger 37 (dehumidifying the inside air with outside air).

[0098] Specifically, when the air conditioning unit 2 is switched from the outside air processing capable state to the inside air processing capable state, the air conditioning control device 5 increases the opening degree of the flow rate distribution adjustment damper 39 by a second predetermined amount, and accordingly increases the flow rate (98 m ３ / h) and the flow rate (102 m) of outside air (OA2-2) sent to the heater core 30 via the evaporator 29. ３ / h), the air conditioning control device 5 controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 so as to increase the flow rate of the outside air (OA2-1) introduced into the total heat exchanger 37. Thereafter, the air conditioning control device 5 increases the opening degree of the flow rate distribution adjustment damper 39 by a second predetermined amount each time the dew point temperature of the air near the window glass reaches the threshold, and controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 accordingly. In other words, the air conditioning control device 5 controls the blower fan 28, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 so as to gradually increase the flow rate of the outside air (OA2-1) introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold, and further so that the dew point temperature of the air near the window glass does not become the surface temperature of the window glass.

[0099] 10, when the flow rate distribution adjusting damper 39 is opened to an opening degree (hereinafter referred to as a "predetermined opening degree") at which the distribution of the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air introduced into the evaporator 29 is 1:1, the blower fan 28 supplies, for example, 200 m of air to each of the first passage P1 and the second passage P2. ３ / h, and the first flow rate adjusting damper 34 operates in a state where the flow rate of the first air flowing through the first passage P1 is 98 m ３ In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 5.

[0100] Referring to FIG. 10 and Table 5, when the flow rate distribution adjusting damper 39 is opened to the predetermined opening degree, the outside air (OA) flows from the outside air inlet 22 to a flow rate of 200 m / s. ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 98 m ３ The inside air (RA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1) and is introduced into the total heat exchanger 37. On the other hand, the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2), and is then split into two directions by the flow rate distribution adjustment damper 39, and is then introduced into the air conditioning case 21 at a flow rate of 98 m ３ / h of the internal air (OA2-1) is introduced into the total heat exchanger 37, and 102 m ３ / h of inside air (OA2-2) is sent to the heater core 30 via the evaporator 29.

[0101] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced inside air (RA1) and the outside air (OA2-1). Through this total heat exchange, the inside air (RA1) is cooled and dehumidified, becoming air (SA) with a temperature of 15°C and a relative humidity of 40.7%, which then flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29. Furthermore, through this total heat exchange, the outside air (OA2-1) is heated and humidified, becoming air (EA) with a temperature of 14.3°C and a relative humidity of 41.4%, which then flows out of the total heat exchanger 37 and is exhausted to the outside of the vehicle cabin through the exhaust port 38.

[0102] Therefore, the heater core 30 has a total heat exchanger 37 and a heat exchanger 38. ３ / h, and the air (SA) sent from the second passage P2 at a flow rate of 102 m ３ The air (CA1) introduced into the heater core 30 is mixed with the outside air (OA2-2) delivered at a flow rate of 200 m / h. Specifically, by mixing the two, air (CA1) with a temperature of 9.7°C and a relative humidity of 46.3% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m ３ / h. The air (CA1) is heated by the heater core 30 and blown into the vehicle cabin from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) has a temperature of 50°C and a relative humidity of 4.5%, and is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin. The dew point temperature of the conditioned air (CA2) is -1.1°C, which is lower than the dew point temperature (1.5°C) of the conditioned air (CA2) in the states shown in Figures 8 and 9. This further reduces the occurrence of condensation (fogging) on ​​the window glass.

[0103] When the vehicle air conditioner 1 performs heating operation as described above (i.e., in the state shown in FIG. 10 ), the specific enthalpy of the air (CA1) introduced into the heater core 30 is 18.5 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 59.3 kJ / kg. On the other hand, when the vehicle air conditioner 1 performs heating operation with 100% outside air intake, as described above, the specific enthalpy of the air (CA1) (= outside air (OA)) introduced into the heater core 30 is 11.8 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg. Using these values, the energy saving effect is calculated as {1 - (59.3 - 18.5) / (57.3 - 11.8)} = 1 - (40.8 / 45.5) = 10.3%.

[0104] Furthermore, when the automotive air conditioner 1 performs heating operation with 100% outside air intake, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the automotive air conditioner 1 performs heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 4.5%. Therefore, a decrease in humidity inside the vehicle cabin can also be suppressed.

[0105] (Heating operation with two occupants - 100% outside air intake) If the state shown in Figure 10 is reached but the dew point temperature of the air near the window glass does not fall below the threshold, the air conditioning control device 5 controls the blower fan 28, the first flow rate control damper 34, and the flow rate distribution control damper 39 so that heating operation is performed with 100% outside air intake.

[0106] By this control, the first flow rate adjusting damper 34 closes the first passage P1. The flow rate distribution adjusting damper 39 closes the second air inlet surface of the total heat exchanger 37. The blower fan 28 is, for example, 200 m in length in each of the first passage P1 and the second passage P2. ３ In this case, as shown in FIG. ３ / h of outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22. The outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as second air (OA2), and is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced second air (OA2), and the air (OA2) heated by the heater core 30 is circulated from the foot outlet 27 as conditioned air CA at a flow rate of 200 m / s. ３ / h. As a result, the automotive air conditioner 1 performs heating operation with 100% outside air intake.

[0107] 11, i.e., when the dew point temperature of the air near the window glass falls below the threshold value due to heating operation with 100% outside air intake, the air conditioning control device 5 returns the state of the air conditioning unit 2 (vehicle air conditioner 1) to the state in Fig. 10, and performs heating operation while treating the inside air in the total heat exchanger 37. In other words, inside air treatment and 100% outside air intake are repeated.

[0108] In this way, the vehicle air conditioning system 1 according to this embodiment can ventilate the vehicle interior while processing (heating and humidifying) the outside air or while processing (dehumidifying) the inside air during heating operation, without compromising ease of installation in the vehicle, thereby reducing power consumption during heating operation and preventing condensation (fogging) on ​​the window glass.

[0109] In the above example, the heating operation is performed in the following order: 100% internal air circulation ( FIG. 6 ) → outside air processing ( FIG. 7 and FIG. 8 ) → switching from outside air processing to inside air processing ( FIG. 9 ) → inside air processing ( FIG. 10 ) → 100% outside air introduction ( FIG. 11 ) → switching from outside air processing to inside air processing ( FIG. 10 ) → ... However, this is not limited to this. For example, the outside air processing ( FIG. 7 and FIG. 8 ) and the switching from outside air processing to inside air processing ( FIG. 9 ) may be omitted, and the heating operation may be performed in the following order: 100% internal air circulation ( FIG. 6 ) → inside air processing ( FIG. 10 ) → 100% outside air introduction ( FIG. 11 ) → inside air processing ( FIG. 10 ) → ...

[0110] Furthermore, in order to increase the efficiency of the blower fan 28, the air conditioning control device 5 may be configured to perform heating operation with 100% outside air intake by changing the state shown in Fig. 12 instead of the state shown in Fig. 11. That is, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, while blocking communication between the first passage P1 and the inside air inlet 23 (the first state). The first flow rate adjustment damper 34 fully opens the first passage P1. The flow rate distribution adjustment damper 39 closes the second air inlet surface of the total heat exchanger 37. In this case, the blower fan 28 provides 100m of air to each of the first passage P1 and the second passage P2. ３ It is possible to operate in a state where air can flow at a flow rate of 1000 kJ / h.

[0111] In the vehicle air conditioner 1 according to the first embodiment described above, during cooling operation, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, the second switching damper 33 connects the second passage P2 to the inside air inlet 23, and the flow rate distribution adjustment damper 39 causes at least a portion of the inside air flowing through the second passage P2 to be introduced into the total heat exchanger 37, thereby making it possible to ventilate the vehicle cabin (introduce outside air and exhaust inside air) while cooling and dehumidifying the outside air with the inside air during cooling operation. During heating operation, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, the second switching damper 33 connects the second passage P2 to the inside air inlet 23, and the flow rate distribution adjustment damper 39 causes at least a portion of the inside air flowing through the second passage P2 to be introduced into the total heat exchanger 37. This allows the outside air to be heated and humidified by the inside air during heating operation while ventilating the vehicle interior (introducing outside air and discharging inside air). Furthermore, during heating operation, the first switching damper 32 connects the first passage P1 to the inside air inlet 23, the second switching damper 33 connects the second passage P2 to the outside air inlet 22, and the flow rate distribution adjustment damper 39 causes at least a portion of the outside air flowing through the second passage P2 to be introduced into the total heat exchanger 37. This allows the inside air to be dehumidified by the outside air during heating operation while ventilating the vehicle interior (introducing outside air and discharging inside air). Therefore, with the vehicle air conditioning system 1 according to the first embodiment, heat loss due to ventilation (introduction of outside air and exhaust of inside air) can be reduced, and power consumption during cooling operation and heating operation can be suppressed.

[0112] In the vehicle air conditioner 1, the air conditioning control device 5 controls the first switching damper 32 to connect the first passage P1 to the outside air inlet 22 and the second switching damper 33 to connect the second passage P2 to the inside air inlet 23 during each of the cooling operation and the heating operation, and then controls the CO ２The blower fan 28, the first flow rate control damper 34, the second flow rate control damper 35, and the flow rate distribution control damper 39 are appropriately controlled so that outside air (OA) flows through the first passage P1 at a flow rate corresponding to the number of occupants in the vehicle cabin, which is information related to the concentration, and inside air (RA) flows into the total heat exchanger 37 at a flow rate corresponding to the number of occupants in the vehicle cabin. Therefore, during both cooling and heating operations, ventilation of the vehicle cabin (introduction of outside air and exhaust of inside air) is performed efficiently, and power consumption can also be reduced.

[0113] Furthermore, in the vehicle air conditioner 1, during heating operation, the air conditioning control device 5 controls the flow rate distribution adjustment damper 39 to gradually reduce the flow rate of the inside air (RA2-1) as the second air introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed a threshold value set based on the surface temperature of the window glass. This makes it possible to reduce the humidity introduced into the vehicle cabin and effectively prevent condensation (fogging) on ​​the window glass.

[0114] Then, when the flow rate of the inside air (RA2-1) as the second air introduced into the total heat exchanger 37 becomes zero but the dew point temperature near the window glass does not become less than the threshold value, the air conditioning control device 5 controls the first switching damper 32 to connect the first passage P1 to the inside air inlet 23, and controls the second switching damper 33 to connect the second passage P2 to the outside air inlet 22, and then appropriately controls the blower fan 28, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 so that a portion (OA2-1) of the outside air (OA) as the second air flowing through the second passage P2 is introduced into the total heat exchanger 37, and the outside air (OA2-2) at a flow rate corresponding to the number of occupants in the vehicle cabin is sent to the evaporator 29. Preferably, the air conditioning control device 5 controls the flow rate distribution adjustment damper 39 to gradually increase the flow rate of the outside air (OA2-1) as the second air introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed a threshold value set based on the surface temperature of the window glass. This makes it possible to more effectively prevent condensation (fogging) on ​​the window glass.

[0115] [Second embodiment] Fig. 13 is a schematic diagram of the overall configuration of a vehicle air conditioner 10 according to a second embodiment. The main differences between the vehicle air conditioner 1 according to the first embodiment (Fig. 1) and the vehicle air conditioner 10 according to the second embodiment (Fig. 13) are as follows. Note that other than that, the vehicle air conditioner 1 according to the second embodiment is basically the same as the vehicle air conditioner 1 according to the first embodiment, and therefore a description thereof will be omitted.

[0116] (1) The vehicle air conditioner 1 according to the first embodiment and the vehicle air conditioner 10 according to the second embodiment have the configuration upside down on the upstream side (the one end side) of the evaporator 29. That is, in the vehicle air conditioner 1 ( FIG. 1 ) according to the first embodiment, the first communication passage CP1, the first passage P1 (first flow rate adjustment damper 34), and the total heat exchanger 37 (exhaust port 38) are arranged on the upper side within the air conditioning case 21, and the second communication passage CP2, the second passage P2 (second flow rate adjustment damper 35), and the flow distribution adjustment damper 39 are arranged on the lower side within the air conditioning case 21. In contrast, in the vehicle air conditioner 10 according to the second embodiment (FIG. 13), the first communication passage CP1, the first passage P1 (first flow rate adjustment damper 34), and the total enthalpy heat exchanger 37 (exhaust port 38) are arranged on the lower side within the air conditioning case 21, and the second communication passage CP2, the second passage P2 (second flow rate adjustment damper 35), and the flow distribution adjustment damper 39 are arranged on the upper side within the air conditioning case 21.

[0117] (2) In the vehicle air conditioner 1 according to the first embodiment, the first air delivered from the first passage P1 via the total heat exchanger 37 and the second air delivered from the second passage P2 are mixed and introduced into the evaporator 29 and / or the heater core 30, cooled and / or heated, and then guided to the defroster outlet 25, the face outlet 26, and / or the foot outlet 27. In contrast, in the vehicle air conditioner 10 according to the second embodiment, the space between the total heat exchanger 37 and the evaporator 29 and the space between the evaporator 29 and the heater core 30 are partitioned by partitions 31 e and 31 f into the first passage P1 side and the second passage P2 side, respectively. Although not shown in the drawings, in this embodiment, the air passages in the evaporator 29 and the heater core 30 are divided so that the air flowing through the first passage P1 and the air flowing through the second passage P2 do not mix. That is, in the second embodiment, the first passage P1 and the second passage P2 are longer than in the first embodiment. In the second embodiment, the second passage P2, which is disposed in the upper part of the air conditioning case 21, can guide the second air to the defroster outlet 25 via the evaporator 29 and the heater core 30 (or the bypass passage B) when the outlet switching door 36 is in the neutral position. In addition, the first passage P1, which is disposed in the lower part of the air conditioning case 21, can guide the first air to the face outlet 26 and / or the foot outlet 27 via the total heat exchanger 37, the evaporator 29, and the heater core 30 (or the bypass passage B) when the outlet switching door 36 is in the neutral position.

[0118] (3) Operation Example of the Vehicle Air Conditioner 10 in Winter, Etc. (Heating Operation) (Initial State of Heating Operation) FIG. 14 shows the air flow in the initial state of heating operation. In the initial state of heating operation, the vehicle air conditioner 10 performs heating operation with 100% inside air circulation, as in the first embodiment. That is, the first switching damper 32 connects the first passage P1 to the inside air inlet 23 while blocking communication between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 connects the second passage P2 to the inside air inlet 23 while blocking communication between the second passage P2 and the outside air inlet 22 (the fourth state). The first flow rate adjustment damper 34 fully opens the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2. The flow rate distribution adjustment damper 39 closes the second air inlet surface of the total heat exchanger 37. The face door 26A closes the face outlet 26, the foot door 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25. The blower fan 28 is provided, for example, with a length of 100 m in each of the first passage P1 and the second passage P2. ３ It operates in a state where it can flow air at a flow rate of 1000 / h.

[0119] As a result, as shown in FIG. ３ / h of inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23. The inside air (RA) introduced into the air conditioning case 21 is divided into a first passage P1 and a second passage P2. The inside air (RA1) as the first air flowing through the first passage P1 is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and the inside air (RA2) as the second air flowing through the second passage P2 is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced air RA1 and RA2, respectively, and the air (RA1 + RA2) heated by the heater core 30 is discharged from the foot outlet 27 as conditioned air CA for 200 m ３ / h. In this way, the automotive air conditioner 10 performs heating operation with 100% internal air circulation.

[0120] 15 and 16 show the air flow when the heating operation is performed and there are two occupants. When the air conditioning control device 5 determines that there are two occupants based on the information from the seat weight sensor 73, it adjusts the air flow rate of the air conditioning air according to the air flow rate setting (200 m in this case). ３ / h) while maintaining 102m ３ / h (= 2 x 51 m ３ / h) of outside air is introduced from the initial state of the heating operation, the blower fan 28, the second switching damper 33, and the first flow rate adjustment damper 34 are further controlled. The air conditioning control device 5 also controls the outlet switching door 36 so that the air outlet mode is the defroster / foot mode (FIG. 15).

[0121] By this control, the second switching damper 33 connects the second passage P2 to the outside air inlet 22, while blocking the connection between the second passage P2 and the inside air inlet 23 (the third state). ３ The first flow rate adjusting damper 34 operates in a state where the flow rate of the first air flowing through the first passage P1 is 98 m / h. ３ / h. The outlet switching door 36 is held in a neutral position away from both the defroster outlet 25 and the foot outlet 27. The first switching damper 32 maintains communication between the first passage P1 and the inside air inlet 23, and the second flow rate adjustment damper 35 maintains the second passage P2 fully open.

[0122] As in the first embodiment, consider a case in which outside air (OA) with a temperature of 5° C. and a relative humidity of 50% is introduced into the air conditioning case 21 through the outside air inlet 22, and inside air (RA) with a temperature of 25° C. and a relative humidity of 30% is introduced into the air conditioning case 21 through the inside air inlet 23. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 10) changes as shown in Table 6.

[0123] Referring to FIG. 15 and Table 6, in the case of heating operation with two occupants, the outside air (OA) is 102 m from the outside air inlet 22. ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 98 m３ The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1), passes through the total heat exchanger 37 and the evaporator 29, is introduced into the heater core 30, is heated by the heater core 30, and is then blown into the vehicle cabin from the foot outlet 27 as the conditioned air (CA2). Here, the conditioned air (CA2) having a temperature of 50° C. and a relative humidity of 7.7% is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin. On the other hand, the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2), is introduced into the heater core 30 via the evaporator 29, is heated by the heater core 30, and is then blown into the vehicle cabin from the defroster outlet 25 as the conditioned air (CA3). In this example, conditioned air (CA3) with a temperature of 50°C and a relative humidity of 3.5% is blown out toward the window glass inside the vehicle cabin from the defroster outlet 25. The dew point temperature of the conditioned air (CA3), i.e., the dew point temperature of the air near the window glass, is −4.0°C, which is lower than the outside air temperature (≈ the surface temperature of the window glass), which is 5°C. This can prevent condensation (fogging) on ​​the window glass.

[0124] Furthermore, when the vehicle air conditioner 1 performs heating operation with 100% outside air intake, the relative humidity of the conditioned air CA2 blown out is 3.5%, whereas when the vehicle air conditioner 1 performs heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 7.7%. Therefore, the decrease in humidity inside the vehicle cabin can be suppressed compared to when heating operation is performed with 100% outside air intake.

[0125] The specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 65.6 kJ / kg, and the specific enthalpy of the conditioned air (CA3) blown out from the defroster outlet 25 is 57.3 kJ / kg. The dew point temperature of the conditioned air (CA2) blown out from the foot outlet 27 is 6.3°C.

[0126] 15, when the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 reduces the humidity introduced into the vehicle cabin by introducing outside air into the total heat exchanger 37, i.e., by treating the inside air in the total heat exchanger 37 (dehumidifying the inside air with the outside air). Specifically, when the dew point temperature of the air near the window glass reaches the threshold value during heating operation in the state shown in FIG. 15, the air conditioning control device 5 increases the opening degree of the flow distribution adjustment damper 39 by a predetermined amount, and controls the blower fan 28 and the first flow rate adjustment damper 34 accordingly. ３ / h flow rate of outside air (OA2-2) and 98 m ３ / h of inside air (RA1) is sent to the heater core 30 via the evaporator 29. Thereafter, each time the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 increases the opening of the flow distribution adjustment damper 39 by a predetermined amount, and controls the blower fan 28 and the first flow rate adjustment damper 34 accordingly.

[0127] For example, as shown in FIG. 16, when the flow rate distribution adjusting damper 39 is opened to the predetermined opening degree (the opening degree at which the distribution of the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air introduced into the evaporator 29 is 1:1), the blower fan 28 blows, for example, 200 m of air into each of the first passage P1 and the second passage P2. ３ The first flow rate adjusting damper 34 operates in a state where the flow rate of the first air flowing through the first passage P1 is 98 m / h. ３ In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 7.

[0128] Referring to FIG. 16 and Table 7, when the flow rate distribution adjusting damper 39 is opened to the predetermined opening degree, the outside air (OA) flows from the outside air inlet 22 to a flow rate of 200 m / s. ３ / h, and the inside air (RA) is introduced into the air conditioning case 21 at a flow rate of 98 m ３The inside air (RA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1) and is introduced into the total heat exchanger 37. The outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2) and is divided into two directions by the flow rate distribution adjustment damper 39, and is introduced into the air conditioning case 21 at a flow rate of 98 m ３ The outside air (OA2-1) at a flow rate of 102 m ３ / h of outside air (OA2-2) is sent to the heater core 30 via the evaporator 29.

[0129] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced inside air (RA1) and the outside air (OA2-1). Through this total heat exchange, the inside air (RA1) is cooled and dehumidified, becoming air (SA) with a temperature of 15°C and a relative humidity of 40.7%, which then flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29. Furthermore, through this total heat exchange, the outside air (OA2-1) is heated and humidified, becoming air (EA) with a temperature of 14°C and a relative humidity of 41.8%, which then flows out of the total heat exchanger 37 and is exhausted to the outside of the vehicle cabin through the exhaust port 38.

[0130] Total heat exchanger 37 to 98m ３ The air (SA) sent to the heater core 30 at a flow rate of 102 m / h is heated by the heater core 30 and then blown out as conditioned air (CA2) into the vehicle compartment from the foot outlet 27. Here, the conditioned air (CA2) with a temperature of 50°C and a relative humidity of 5.6% is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle compartment. ３The outside air (OA2-2) delivered at a flow rate of 1 / h is heated by the heater core 30 and then blown into the vehicle cabin as conditioned air (CA3) from the defroster outlet 25. Here, the conditioned air (CA3) has a temperature of 50°C and a relative humidity of 3.5%, and is blown toward the window glass in the vehicle cabin from the defroster outlet 25. The dew point temperature of the conditioned air (CA3) blown out from the defroster outlet 25 is −4°C, which is the same as the dew point temperature of the conditioned air (CA3) blown out from the defroster outlet 25 in the state shown in FIG. 15 . However, the dew point temperature of the conditioned air (CA2) blown out from the foot outlet 27 is 1.8°C, which is lower than the outside air temperature (≈ the surface temperature of the window glass), which is 5°C. This further reduces condensation (fogging) on ​​the window glass.

[0131] Furthermore, when the automotive air conditioner 1 performs heating operation with 100% outside air intake, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the automotive air conditioner 1 performs heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 5.6%. Therefore, the decrease in humidity inside the vehicle cabin is suppressed compared to when heating operation is performed with 100% outside air intake.

[0132] The specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 61.5 kJ / kg, and the specific enthalpy of the conditioned air (CA3) blown out from the defroster outlet 25 is 57.3 kJ / kg.

[0133] Like the vehicle air conditioning system 1 of the first embodiment, the vehicle air conditioning system 10 of the second embodiment is capable of ventilating the vehicle cabin (introducing outside air and discharging inside air) while cooling and dehumidifying outside air with inside air during cooling operation without compromising ease of installation in the vehicle, is capable of ventilating the vehicle cabin (introducing outside air and discharging inside air) while heating and humidifying outside air with inside air during heating operation, and is capable of ventilating the vehicle cabin (introducing outside air and discharging inside air) while dehumidifying inside air with outside air during heating operation.

[0134] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and modifications and changes can be made based on the technical concept of the present invention.

[0135] 1, 10... Vehicle air conditioning device, 2... Air conditioning unit, 5... Air conditioning control device, 21... Air conditioning case, 22... Outside air inlet, 23... Inside air inlet, 24... Inside air duct, 25... Defroster outlet (air outlet), 26... Face outlet (air outlet), 26A... Face door, 27... Foot outlet (air outlet), 27A... Foot door, 28... Blower fan (air blower), 29... Evaporator (temperature adjustment section), 30... Heater core (temperature adjustment section), 31 a to 31f...Partition section, 32...First switching damper, 33...Second switching damper, 34...First flow rate adjustment damper, 35...Second flow rate adjustment damper, 36...Exit switching door, 37...Total heat exchanger, 38...Exhaust port, 39...Flow rate distribution adjustment damper, 40...Refrigeration cycle, 41...Compressor, 50...Heat medium heating device, 51...Electric heater, 52...Electric pump, 71...Temperature sensor group, 72...Humidity sensor group, 73...Seat weight sensor, 74...CO ２ Concentration sensor, 75... operation panel, B... bypass passage, CP1... first communication passage, CP2... second communication passage, P1... first passage, P2... second passage

Claims

1. An air conditioning case having at one end an outside air inlet for introducing outside air, which is air outside the vehicle cabin, and an inside air inlet for introducing inside air, which is air inside the vehicle cabin, and having at the other end an outlet for blowing air into the vehicle cabin; a blower arranged within the air conditioning case and generating an air flow from the one end to the other end within the air conditioning case; a temperature adjustment unit arranged within the air conditioning case closer to the outlet than the blower and adjusting the temperature of the air flowing within the air conditioning case; a first passage formed within the air conditioning case and configured to be connected to the outside air inlet so as to guide the outside air introduced from the outside air inlet as first air to the temperature adjustment unit, and to be connected to the inside air inlet so as to guide the inside air introduced from the inside air inlet as first air to the temperature adjustment unit; and a first switching damper capable of selectively connecting the first passage to the outside air inlet or the inside air inlet. a second passage formed separately from the first passage within the air conditioning case, and configured to be connected to the outside air inlet so as to guide outside air introduced from the outside air inlet as second air to the temperature adjustment unit, and to be connected to the inside air inlet so as to guide inside air introduced from the inside air inlet as second air to the temperature adjustment unit; a second switching damper capable of selectively connecting the second passage to the outside air inlet or the inside air inlet; a total heat exchanger disposed between the blower and the temperature adjustment unit within the air conditioning case, configured so that the first air flowing through the first passage is introduced and at least a portion of the second air flowing through the second passage can be introduced, and performing total heat exchange between the introduced first air and the second air; and a flow rate distribution adjustment damper capable of adjusting the distribution between a flow rate of the second air flowing through the second passage that is introduced into the total heat exchanger and a flow rate of the second air sent to the temperature adjustment unit, a control unit capable of controlling the blower, the first switching damper, the second switching damper, and the flow rate distribution adjustment damper; wherein the first air that has been totally heat exchanged in the total heat exchanger and the remaining second air flowing through the second passage are introduced into the temperature adjustment unit, and the second air that has been totally heat exchanged in the total heat exchanger is discharged to the outside of the vehicle compartment.

2. The vehicle air conditioning system of claim 1, wherein the control unit controls the first switching damper to connect the first passage to the outside air inlet and the second switching damper to connect the second passage to the inside air inlet during cooling operation and heating operation, respectively, and then controls the flow distribution adjustment damper so that at least a portion of the inside air as the second air flowing through the second passage is introduced into the total heat exchanger.

3. The vehicle air conditioning system of claim 1, wherein the control unit, during heating operation, controls the first switching damper to connect the first passage to the inside air inlet, and controls the second switching damper to connect the second passage to the outside air inlet, and then controls the flow distribution adjustment damper so that a portion of the outside air as the second air flowing through the second passage is introduced into the total heat exchanger.

4. A vehicle air conditioning system as described in any one of claims 1 to 3, further comprising: a first flow rate adjustment damper that adjusts the flow rate of the first air flowing through the first passage; and a second flow rate adjustment damper that adjusts the flow rate of the second air flowing through the second passage, wherein the control unit is further capable of controlling the first flow rate adjustment damper and the second flow rate adjustment damper.

5. The vehicle air conditioning system according to claim 4, wherein the control unit is provided with information regarding the carbon dioxide concentration in the vehicle cabin, and the control unit controls the first switching damper to connect the first passage to the outside air inlet and the second switching damper to connect the second passage to the inside air inlet during cooling operation and heating operation, respectively, and then appropriately controls the blower, the first flow rate adjustment damper, the second flow rate adjustment damper, and the flow rate distribution adjustment damper so that outside air at a flow rate corresponding to the information regarding the carbon dioxide concentration in the vehicle cabin flows through the first passage as the first air, and inside air at a flow rate corresponding to the information regarding the carbon dioxide concentration in the vehicle cabin among the inside air as the second air flowing through the second passage is introduced into the total heat exchanger.

6. The vehicle air conditioning system of claim 5, wherein the control unit is given information indicating the surface temperature of the vehicle window glass, information indicating the temperature of the air near the window glass in the vehicle cabin, and information indicating the humidity of the air near the window glass in the vehicle cabin, and the control unit controls the flow distribution adjustment damper to gradually reduce the flow rate of inside air introduced into the total heat exchanger during heating operation, so that the dew point temperature of the air near the window glass calculated using the temperature and humidity of the air near the window glass does not exceed a threshold value set based on the surface temperature of the window glass.

7. The vehicle air conditioning system of claim 6, wherein, when the dew point temperature near the window glass does not become less than the threshold value even when the flow rate of the inside air introduced into the total heat exchanger becomes zero, the control unit controls the first switching damper to connect the first passage to the inside air inlet and controls the second switching damper to connect the second passage to the outside air inlet, and then appropriately controls the blower, the second flow rate adjustment damper, and the flow rate distribution adjustment damper so that a portion of the outside air as the second air flowing through the second passage is introduced into the total heat exchanger and a flow rate of the outside air corresponding to information on the carbon dioxide concentration in the vehicle cabin is sent to the temperature adjustment unit.

8. A vehicle air conditioning system as described in claim 7, wherein the control unit controls the flow distribution adjustment damper to gradually increase the flow rate of outside air introduced into the total heat exchanger so that the dew point temperature of the air near the window glass does not exceed the threshold value.

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